Wheel



(No Model.)

W. J. BROWN. WHEEL.

No. 435,963. Patented Sept. 9, 1890.

structed the car will move over a curve with UNITED STATES XVILLIAMJAMES BROWN,

PATENT OFFICE.

OF MOMENCE, ILLINOIS.

WHEEL.

SPECIFICATION forming part of Letters Patent No. 435,963, datedSeptember 9, 1890.

Application filed June 0, 1890- Serial No. 354,681. (No model.)

To all whom it may concern.-

Be it known that I,WILLIAM J AMES BROWN, a citizen of the United Statesof America, residing at Momence, in the county of Kankakee and State ofIllinois, have invented certain new and useful Improvements in \Vheels,of which the following is a specification, reference being had thereinto the accompanying drawings.

It is a well-known fact that a breakdown of a car Wheel or axle and theconsequent wrecking of a railway-train is in most instances caused bythe tremendous friction of the car-wheels on the rails while passingover a curve in the track, because the wheels on the outer rail of thecurve will have to travel a greater distance than the wheels riding onthe inner rail. This difference heretofore ne cessitated a certainamount of sliding of the Wheels on such rails, liable not only to scaleand break the rails, but also to exert upon the wheels and axle a severetorsional strain, and upon the axle-boxes and the truck-frame a heavytwisting force more destructive thereto than any strain from othercauses.

Now it is the object of this .my invention to provide a car-wheel therim of which will revolve upon the hub independently of the rotation ofthe axle, whereby with one of the two wheels mounted upon each axle thusconthe same ease as over a straight-line track, and with this object inview my invention consists of the novel devices and combinations ofdevices hereinafter described and specifically claimed.

In the accompanying drawings, Figure 1 represents an elevation, and Fig.2 a transverse section through the center line of my improved car-wheel.

Corresponding letters of reference in both figures of the drawingsdesignate like parts.

A denotes the hub of the wheel, which is bored to fit the axle to berigidly mounted thereon. This hub is provided in its periphery with agroove having a cylindrical bottom a, with slanting sides formed byannular flanges b and c, that on their exterior edges are turned to havean offset or shoulder.

D is the rim of the usual shape for trackwheels, and E is an auxiliaryhub concentric with such rim and rigidly connected therewith by a web (Zand radial ribs 6. This auxiliary hub E has a cylindrical bore fcorresponding in width with bottom a of the groove 5 5 of hub A, and hasarigid flange g to one side, providing a slanting shoulder and turned onits inner edges with an offset that coincides with the offset of flangeb, forming alap-joint therewith. The side of auxiliary hub E opposite toflange g is recessed for a ring-plate h, fitted therein and secured bytap-screws d. This ring-plate h is so bored and turned that after beingthus secured it forms a slanting shoulder to bore F and a lap-joint with6 5 flange 0, similar to flanges b and 9. Between the cylindricalsurfaces at and f, the flanges b, c, and g and the ring-plate h, areinserted a series of cylindrical rollers j, fitting snugly between thesurfaces at and f and having somewhat conical ends again fitting theslanting shoulders formed by the flanges and ringplate. For putting thewheel together all the rollers J are first inserted into the groove a ofhub A. Then the hub E is, placed over these rollers, and finally thering-plate h is securedby tap-screws 3. These rollers J will accommodatethemselves in their circular track not to touch each other, so as not tohave any frictional contact. A Wheel thus constructed will be completein itself and can be mounted upon any common car-axle. It is laterallyas rigid as a solid Wheel, while at the same time the rim portion of thewheel will rotate upon the hub with the least possible friction. Theedges of the flanges and ring plate of the hub and rim withouttouchingwill form lap-joints that will exclude dust. One of two wheelsto each axle being thus constructed, the freedom of its rim to rotateindependently of the axle will compensate for any difference of tracklength each wheel may have to follow while passing over a curve, andwill thereby obviate all frictional and consequent torsional andtwisting and strains 5 to the axles and truck'frames, whereby not only asaving of power, but also of repairs necessitated from Wear and tear,will be at tained and the usefulness of the running-gear of the carswill be prolonged considerably.

This improvement will not only be advantageous for car-wheels, but alsofor traction, wheels of agricultural machinery.

What I claim is- 1. In awheel, the hub A, havin gin its periphery anannular groove with a cylindrical bottom a, and with flanges b and 0,providing slanting sides to such groove, and the rim D, having auxiliaryhub E, with cylindrical bore f, rigid flange g, and ring-plate h,secured by screws 2', and both the flange g and ring-plate 7L providingslanting sides to bore f, and cylindrical rollers J, snugly fittingbetween the surfaces (4 and f, and having conical ends shoulderingbetween the slanting sides thereof, substantially as set forth.

2. In a Wheel, the hub A,11aving in its periphery an annular groove witha cylindrical bottom a, and with flanges b and 0, providing slantingsides to such groove, and the rim D, having auxiliary hub E, withcylindrical bore WILLIAM H. Lorz, OTTO LUEBKERT.

